EP1448403A1 - Systeme et procede pour determiner un couple moteur et un rapport de transmission dans un vehicule a boite de vitesses reglable en continu - Google Patents

Systeme et procede pour determiner un couple moteur et un rapport de transmission dans un vehicule a boite de vitesses reglable en continu

Info

Publication number
EP1448403A1
EP1448403A1 EP02802968A EP02802968A EP1448403A1 EP 1448403 A1 EP1448403 A1 EP 1448403A1 EP 02802968 A EP02802968 A EP 02802968A EP 02802968 A EP02802968 A EP 02802968A EP 1448403 A1 EP1448403 A1 EP 1448403A1
Authority
EP
European Patent Office
Prior art keywords
speed
target
request
torque
gear ratio
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP02802968A
Other languages
German (de)
English (en)
Other versions
EP1448403B1 (fr
Inventor
Joachim Luh
Markus Paeulgen
Frank Seidel
Karl-Heinz Senger
Klaus Ries-Mueller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1448403A1 publication Critical patent/EP1448403A1/fr
Application granted granted Critical
Publication of EP1448403B1 publication Critical patent/EP1448403B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings

Definitions

  • the invention relates to a system for specifying an engine torque and a transmission ratio in a vehicle with a continuously variable transmission (“continuous variable transmission" (CVT)) with means for determining a target engine torque taking into account a signal representing a driver's request, means for determining a target - Gear ratio taking into account a signal representing a driver's request and means for determining the signal representing the driver's request.
  • CVT continuously variable transmission
  • the invention further relates to a method for specifying an engine torque and a gear ratio in a vehicle with a continuously adjustable gear, comprising the steps of: determining a signal representing a driver's request, determining a target engine torque taking into account the signal representing the driver's request and determining a target gear ratio Taking into account the signal representing the driver's request.
  • CVT continuously variable transmission
  • Continuously adjustable transmissions essentially include two pairs of bevel gears and a wrap-around part designed as a thrust link belt, for example.
  • One of the bevel gear pairs is connected to a drive, for example an internal combustion engine, while the other bevel gear pair is connected to an output.
  • the drive bevel gear pair and the driven bevel gear pair generally consist of an axially fixed and an axially movable bevel gear.
  • the drive bevel gear pair is also referred to as a drive pulley or primary pulley; the pair of driven bevel gears is also referred to as the driven pulley or secondary pulley.
  • the axially movable bevel gears are generally pressed against the belt part by building up a hydraulic pressure, for example by means of a pump.
  • the desired ratio of the CVT transmission and the required tension of the belt part can be set by a suitable choice of the distances or the contact pressures of the bevel gears.
  • the pump for the hydraulic drive of the bevel gears can be driven, for example, by the internal combustion engine.
  • a torque converter and a planetary gear set with clutches for forward and reverse travel can be at the front for the power transmission from the internal combustion engine to the drive bevel gear pair.
  • the tensile force generated by the drive wheels of a motor vehicle is determined by the torque at the transmission output (output torque) or by the transmission output power.
  • the output torque essentially depends on the two variables gear ratio and engine torque.
  • an output torque defined on the basis of the driver's desired tractive force can thus be achieved by practically any number of combinations of engine torque and transmission ratio.
  • the setpoint value of the engine torque is then determined as a function of the determined gear ratio.
  • the invention is based on the generic system in that the signal representing the driver's request is a relative driver propulsion request.
  • This relative driver propulsion request can be related to the maximum available propulsion. For example, the scaling . of the signal in percent.
  • a relative driver propulsion request of 100% means that maximum propulsion is required.
  • a relative driver pre Required drive of 0% means that minimal propulsion is required. Due to the fact that both the target engine torque and the target gear ratio are determined on the basis of this relative driver propulsion requirement, it is possible to implement the target values within the framework of a central application. It is possible to take into account the current setting range of the motor when converting the driver's drive request into the desired motor torque.
  • a central structure can thus be made available, by means of which fuel reduction is achieved by means of engine and transmission control that is optimal in terms of consumption.
  • the relative driver advance request is a relative driver performance request.
  • the relative driver propulsion is a relative driver propulsion torque request.
  • the relative driver propulsion request can be determined via at least one stored map.
  • Input variables when determining the relative driver propulsion request are, for example, the accelerator pedal position and the current output speed or the vehicle speed.
  • the relative driver propulsion request can be determined on the basis of these input variables by using a map.
  • the map takes into account any operating conditions.
  • it is of particular benefit • that several maps are provided for determining the relative driver propulsion request and that the maps can be used depending on a selector lever position. The driver can use the selector lever position to influence how the input variables accelerator pedal position and output speed are converted into the relative driver propulsion request and thus ultimately into a desired engine torque and a desired gear ratio.
  • the relative driver propulsion request can be determined using calculation methods. This can lead Beticiansverf example, independently or in combination with stored maps physical laws exploited to 'convert the input variables i the relative remplivortriebs- wish.
  • this is advantageous in that, in order to determine the target engine torque using the current speed, the relative driving the desired output is compared with an output power required for constant speed, the maximum drive power is determined using the engine speed, the minimum drive power is determined using the engine speed, a reference speed is determined using the input speed of the transmission and the engine speed using the required output power for constant speed, the maximum drive power, the reference speed, a converter gain and the relative driver power request.
  • a desired engine torque signal for an acceleration is generated using the required output power for constant speed, the rainy drive power, the reference speed, a converter gain and the relative driver power request, a desired engine torque signal for a deceleration is generated and by that The result of the comparison between the relative driver performance request and the output power required for constant speed is decided as to whether the target torque signal. is used for an acceleration or the target torque signal for a deceleration to determine the target engine torque. In this way, numerous input variables can be taken into account when determining the target engine torque.
  • the relative driver output torque request with a required for constant speed Output torque is compared, the maximum drive torque is determined using the engine speed, the minimum output torque is determined using the engine speed, a torque gain is determined using the input speed and the output speed, using the required output torque for constant speed, the maximum drive torque , the torque boost, a converter gain and the relative driving torque request a target engine torque signal for an acceleration is generated using the required output torque for constant speed, the minimum drive torque, the torque gain, a converter gain and the relative driver output torque request a target Engine torque signal is generated for a deceleration and required by the comparison result between the relative driver output torque request and constant speed Hem output torque is decided whether the target torque signal is used for an acceleration or the target torque signal for a deceleration to determine the target engine torque.
  • the system according to the invention is developed in a particularly advantageous manner in that, in order to determine the desired gear ratio, taking into account the relative driver propulsion request and operating conditions, a stationary target speed is determined, from the stationary target speed taking operating conditions into account, a dynamic target speed is determined from which dynamic set speed taking into account operating conditions a stationary Target gear ratio is determined and the target gear ratio is determined from the stationary target gear ratio taking into account operating conditions.
  • the operating conditions include, for example, a position of the selector lever or driver-specific key figures.
  • the target gear ratio can thus be determined in a variable manner, the relative driver propulsion requirement being used as the decisive input variable according to the invention.
  • the gear ratio is limited by determining a target speed.
  • Such a gear ratio limitation can be useful if a hobby shift or a downshift of the transmission would be necessary beyond the specified limit. In these cases, the gear is only adjusted up to the gear ratio limit.
  • the translation is maintained when switching from an automatic mode to a manual mode.
  • tip mode the gear ratio is initially maintained, the gear ratio being assigned to the gear which was closest to the shift point during automatic mode. Only when an upshift or a downshift takes place by actuating the selector lever, the translation is changed in accordance with predetermined characteristic curves. In this way, disruptive forced switching from one gear prevented in the next, so that the driving comfort is increased.
  • the system according to the invention can be further developed such that in a manual operation when a speed threshold is reached, the target gear ratio is changed continuously so that a speed limit is not exceeded or undercut.
  • gear information is adapted to the currently selected transmission ratio in manual operation.
  • the determination of the target gear ratio includes at least one administrator object and several delivery objects in the sense of an object-oriented structure.
  • the administrator object queries the delivery objects as to whether they want to provide information for determining the target gear ratio.
  • the query of the delivery objects takes place with priority.
  • the delivery items can deliver a target speed and / or a target gear ratio.
  • the delivery objects can supply further information which indicates how the target translation is to limit the target speed specifications.
  • the deliverables more information to influence 'the dynamics can deliver the speed setting.
  • the information for influencing the dynamics of the speed specification is filter constants.
  • the information for influencing the dynamics of the speed specification is minimum and / or maximum speed gradients.
  • the information for influencing the dynamics of the translation specification are filter constants.
  • the system can be developed in such a way that the information for influencing the dynamics of the translation specification is minimum and / or maximum translation gradients.
  • the invention builds on the generic method in that the signal representing the driver's request is a relative driver's drive request. In this way, the advantages of the system according to the invention are implemented in the method. The advantages and special features of the corresponding system versions can also be seen in the embodiments of the method specified below.
  • the relative driver propulsion request is a relative driver performance request.
  • the relative driver propulsion request is a relative driver propulsion torque request.
  • the relative driver advance request is determined via at least one stored map.
  • the relative driver propulsion request is determined using calculation methods. In this context, too, it is particularly advantageous that several calculation methods are provided for determining the relative driver propulsion request and that the calculation methods are used as a function of a selector lever position.
  • this is advantageous in that, in order to determine the desired engine torque using the current speed, the relative driver power request is compared with an output power required for constant speed, and the maximum drive power is determined using the engine speed.
  • the minimum drive power is determined using the engine speed
  • a reference speed is determined using the input speed of the transmission and the engine speed, using the required output power for constant speed, the maximum drive power, the reference speed, a converter gain and the relative driver power requirement
  • a target -Motor torque signal for an acceleration is generated, using the required power output for constant speed, the minimum drive power , the reference speed, a converter gain and the relative driver power request, a target engine torque signal is generated for a deceleration and the comparison result between the relative driver power request and the constant output power required to determine whether the target torque signal is for a Acceleration or the target torque signal is used for a deceleration to determine the target engine torque.
  • the relative driver output torque request is compared with an output torque required for constant speed, and the maximum drive torque is determined using the engine speed using the engine speed minimum output torque is determined, using the input speed and the output speed, a torque gain is determined, using the required output torque for constant speed, the maximum drive torque, the torque gain, a converter gain and the relative driver output torque request, a target engine torque signal for acceleration is generated using the required output torque for constant speed, the minimum drive torque, the torque gain, e
  • a target engine torque signal is generated for a deceleration and the comparison result between the relative driver output torque request and output torque required for constant speed is used to decide whether the target torque signal for acceleration or the target torque signal for a deceleration to determine the Target engine torque is used.
  • the method according to the invention is developed in a particularly advantageous manner in that, in order to determine the target transmission ratio, taking into account the relative driver propulsion request and operating conditions, a stationary target speed is determined, from the stationary target speed taking operating conditions into account, a dynamic target speed is determined from which dynamic target speed, taking into account operating conditions, a stationary target gear ratio is determined and the target gear ratio is determined from the stationary target gear ratio, taking operating conditions into account.
  • the ratio is limited when determining the target gear ratio by determining a target speed.
  • the method according to the invention can be further developed in that, in a manual operation, when a speed threshold is reached, the target gear ratio is changed continuously, so that a speed limit is not exceeded or undercut.
  • the determination of the target gear ratio includes at least one administrator object and several delivery objects in the sense of an object-oriented structure.
  • the administrator object queries the delivery objects as to whether they want to provide information for determining the target gear ratio.
  • the delivery objects can deliver a target speed and / or a target gear ratio.
  • the delivery objects can supply further information which indicates how the target gear ratio is to limit the target speed specifications.
  • the delivery objects can provide further information on influencing the dynamics of the speed of rotation.
  • the information for influencing the dynamics of the speed specification is filter constants.
  • the information for influencing the dynamics of the speed setting is minimum and / or maximum speed gradients.
  • the information for influencing the dynamics of the translation specification are filter constants.
  • the information for influencing the dynamics of the translation specifications is minimum and / or maximum translation gradients.
  • the invention is based on the knowledge that it is possible to determine the target engine torque and the target gear ratio on the basis of a relative driver propulsion request in the form of a central application. It is possible to take the current setting range of the motor into account when converting the relative propulsion request into the desired motor torque. Ultimately, fuel consumption can be reduced by having consumption-optimized engine and transmission controls. Which he- The invention can be implemented by using a flexible software structure for implementing translation-based and speed-based driving functions. In preferred embodiments, the transmission can be shifted manually from tip to tip in the so-called tip mode without disruptive forced shifting. The invention can be implemented by using existing drive program structures for powertrain management by selecting a percentage driver propulsion request.
  • jumps ⁇ in the target transmission ratio can be avoided by calculating a filtered reference speed.
  • the avoidance of undesired dynamic effects when converting the target speed into the target gear ratio can be achieved by selecting filter parameters that are adapted to the driving situation, for example acceleration or deceleration.
  • FIG. 1 shows an overview of an arrangement within the scope of which the present invention can be implemented
  • Figure 2 is a block diagram for explaining a basic structure of the invention
  • Figure 3 is a block diagram for explaining another basic structure of the invention.
  • FIG. 4 shows a block diagram to explain a calculation sequence for forming a target engine torque
  • FIG. 5 shows a block diagram to explain a further calculation sequence for forming a target engine torque
  • FIG. 6 shows a diagram with different signal curves as a function of time
  • FIG. 7 shows a block diagram to explain the calculation of a target transmission
  • FIG. 8 shows a block diagram for determining a target speed as a function of specific operating conditions
  • FIG. 9 shows a diagram (variogram) with possible gear ratios, a speed being plotted against the vehicle speed
  • FIG. 10 shows a block diagram for explaining the determination of reference speed signals
  • FIG. 11 shows a block diagram to explain the determination of a reference speed
  • FIG. 12 shows a schematic illustration of an object-oriented control structure in accordance with the block diagram shown in FIG. 7;
  • FIG. 13 shows a flowchart to explain a limit information query
  • FIG. 14 shows a flow diagram to explain a further limitation information request.
  • FIG. 1 shows an overview of an arrangement within the scope of which the present invention can be implemented.
  • the continuously variable transmission 3 is coupled to an internal combustion engine 1.
  • the internal combustion engine 1 is controlled by actuators 23.
  • actuators 23 can be, for example, an electronic throttle valve adjustment device, injection valves or an electronic ignition device.
  • the engine controller 2 uses sensors, at least one engine speed sensor 22, an output speed sensor 21 and an engine temperature sensor 24 to detect the operating state of the internal combustion engine and sets a desired engine torque by actuating the actuators 23.
  • An accelerator pedal sensor 20 detects the position accelerator pedal.
  • a kick-down sensor 25 detects the information that the accelerator pedal has been fully depressed.
  • the transmission 3 consists of the known components: optional converter 5 with lock-up clutch 6, planetary gear set 8 with forward clutch 7a and reverse clutch 7b, the primary disk 10, the secondary disk 11, a thrust link belt 12 and a differential gear 13 connected downstream.
  • the transmission is connected to the drive shafts 16 coupled.
  • the electronic transmission control 4 is, for example, with a sensor 14 for measuring the primary speed, a sensor 15 for measuring the secondary speed, a sensor 18 for detecting a selector lever position (P, R, N, D, Manual, +, -) and a sensor 19 to detect whether the brake pedal has been depressed.
  • a sensor 14 for measuring the primary speed
  • a sensor 15 for measuring the secondary speed
  • a sensor 18 for detecting a selector lever position (P, R, N, D, Manual, +, -) and a sensor 19 to detect whether the brake pedal has been depressed.
  • a selector lever position P, R, N, D, Manual, +, -
  • a sensor 19 to detect whether the brake pedal has been depressed.
  • this can be a sensor for measuring the axial displacement of the primary movable conical disk.
  • the electronic transmission control 4 has means 17 for setting a desired gear ratio of the variator.
  • the engine and transmission controls 2, 4 are networked via a CAN bus 111. Sensor signals and further signals can be exchanged between the engine control 2 and the transmission control 4 via the CAN bus 111.
  • the sensor signals can possibly be recorded by other electronic control units (not shown) and transmitted to the engine or transmission control via CAN bus.
  • a further control device 30 (for example ABS, ASR, ESP) can be present, which exchanges signals via CAN with the engine and transmission control, for example a driving speed signal, a lateral acceleration signal, a longitudinal acceleration signal and status signals that indicate that the ABS, ASR or ESP functions are active.
  • FIG. 2 shows a block diagram for explaining the basic structure of the invention.
  • a function block 201 contains an evaluation of the driver's performance request.
  • a relative driver performance request 204 is formed from the accelerator pedal position 120 and the output speed (or vehicle speed) 121 by means of a map or calculation blocks.
  • the driver's performance request 204 takes the selector lever position 118 into account.
  • selector lever positions for example the reverse position, or all selector lever positions, there are separate calculation methods for forming the relative driver performance request 204.
  • the relative power requirement is based on the maximum available output power.
  • the scaling of the signal 204 can take place, for example, in percent. 100% means maximum output, 0% means minimum output.
  • the signal relative driver's desired power can also be provided directly by the vehicle speed control when using a vehicle speed control.
  • Block 202 contains a calculation algorithm for the formation of a desired engine torque 205 from the relative driver performance request 204.
  • Block 203 contains a calculation algorithm for forming a desired gear ratio 206 from the relative driver performance request 204.
  • Block 203 is usually implemented in the transmission control unit.
  • Blocks 201 and 202 are usually implemented in the engine control unit.
  • Figure 3 shows a block diagram for explaining another basic structure of the invention.
  • a relative driver output torque request 204 can be provided by the function block 201'.
  • the relative driver output torque request 204 ' is ' related to the maximum available output torque.
  • block 202 ' must be executed differently.
  • Block 203 is not affected by this change.
  • FIG. 4 shows a block diagram to explain a calculation sequence for forming a target engine torque.
  • Block 301 calculates a required output power 311 at which the vehicle with constant speed. At least the output speed or vehicle speed 121 is used for this. However, other variables 320 can also be used, for example relating to the transmission efficiency, the gradient or the loading of the vehicle.
  • Block 302 calculates a maximum available drive power 312 that the drive of the vehicle provides. For this calculation, for example, the engine speed 122 and other signals 321, for example about the available engine operating hands, can be used.
  • Block 303 calculates a minimum available propulsion power 313 that enables the vehicle to be propelled.
  • the engine speed 122 and further signals 322 are included in this calculation, which characterize operating states of the engine, for example a signal as to whether it is permitted to switch off the injection in overrun mode.
  • Block 304 calculates a reference speed 314 from the input speed of the transmission 114 and / or the engine speed 122.
  • the reference speed 314 is essentially equal to the turbine speed of the converter.
  • the reference speed 314 is limited to a minimum speed limit.
  • Block 305 contains logic to decide whether the relative performance request 204 is so large that the Vehicle is to be essentially accelerated (hereinafter referred to as ' acceleration mode') or substantially decelerated (hereinafter referred to as deceleration mode). For this purpose, the relative power request 204 is compared with the constant travel power 311. If the power request 204 is greater than the constant travel power 311, the driver essentially wants to accelerate the vehicle. Otherwise, the vehicle speed should essentially be reduced. As a result, signal 315 is delivered.
  • Block 306 calculates a target engine torque signal 316 for the accelerated mode.
  • block 306 contains a calculation block with which, as a function of the relative power request 204, interpolation between constant travel power 311 and the maximum available drive power 312 is carried out. The result of the interpolation is divided by the reference speed 314 and the converter gain 323. The result is the signal 316.
  • the converter gain 323 can be calculated, for example, from the speed signals 122 and 114.
  • Block 307 calculates a target engine torque signal 317 for the deceleration mode.
  • block 307 contains a calculation block with which, as a function of the relative power request 204, interpolation between the minimum drive power 313 and the constant power 311. The result of the interpolation is divided by the reference speed 314 and the converter gain 323. The result is signal 317. With the signal 315, the switch block 308 switches between the output signals 316 and 317 of the blocks 306 and 307 and delivers the target motor torque 205 as a result.
  • FIG. 5 shows a block diagram to explain a further calculation sequence for the formation of a target engine torque.
  • Block 301 ' calculates a required output torque 311' at which the vehicle travels at a constant speed. At least the output speed or vehicle speed 121 is used for this. However, other variables 320 can also be used, for example regarding the transmission efficiency, the gradient or the loading of the vehicle.
  • Block 302 ' calculates a maximum available output torque 312' that the drive of the vehicle provides.
  • the engine speed 122 and further signals 321, for example about the available engine operating states, can be used for this calculation.
  • Block 303 calculates a minimum available output torque 313' which enables the vehicle to be driven.
  • the engine speed 122 and further signals 322 are included in this calculation, which characterize operating states of the engine. It can be, for example act as a signal indicating whether it is possible to switch off the injection in overrun mode.
  • the block 304 ' calculates a torque gain 314' of the transmission, for example by evaluating the input speed 114 and the secondary speed (output speed) 115.
  • Block 305 contains logic for deciding whether the relative output torque request 204' is so large that the vehicle is to be accelerated substantially (hereinafter referred to as acceleration mode) or substantially decelerated (hereinafter referred to as deceleration mode).
  • acceleration mode the relative output torque request 204 'is compared with the constant travel output torque 311'. If the desired output torque is greater than the constant driving output torque, the driver essentially wants to accelerate the vehicle. Otherwise the vehicle speed should be reduced substantially. As a result, signal 315 is delivered.
  • Block 306 calculates a target engine torque signal 316 for the acceleration mode of operation.
  • block 306 contains a calculation block with which, as a function of the relative output torque request 204', interpolation between constant travel output torque 311 'and the maximum available output torque 312'. The result of the interpolation is divided by the torque gain 314 'and the converter gain 323. The result is signal 316.
  • the converter gain 323 can be calculated, for example, from the speed signals 122 and 114.
  • Block 307 calculates a target engine torque signal 317 for the deceleration mode.
  • block 307 contains a calculation block with which, as a function of the relative output torque request 204', interpolation between the minimum output torque 313 'and constant travel torque 311'. The result of the interpolation is divided by the torque gain 314 'and the converter gain 323. The result is signal 317.
  • the switch block 308 switches between the output signals 316 and 317 of the blocks 306 and 307 and delivers the target motor torque 205 as a result.
  • FIG. 6 shows a diagram with different signal profiles as a function of time. Signals of a starting process with a small to medium accelerator pedal position are shown, which promise an advantageous starting behavior. This signal behavior can be implemented using the calculation method explained in connection with FIG. 4.
  • Curve a stands for the engine speed, curve b for the engine torque, curve c for the output power and curve d for the accelerator pedal position.
  • the driver depresses the accelerator pedal.
  • the driver drives along constant accelerator pedal.
  • the engine torque increases until time t1.
  • the engine torque remains essentially constant from time t1 to time t2.
  • the increase in engine speed increases the drive power and thus inevitably the output power, essentially proportional to the engine speed.
  • the output power has reached the value that corresponds to the driver's relative power requirement.
  • the desired engine torque is reduced with increasing engine speed so that the desired output power is not exceeded.
  • FIG. 6 shows that when starting the vehicle it is advantageous to increase the desired engine torque in proportion to the desired output until the desired output power is reached.
  • FIG. 7 shows a block diagram to explain the calculation of a target translation.
  • the calculation block 501 supplies a target speed signal 511, which is referred to as a stationary target speed.
  • Block 502 contains calculation rules for dynamically influencing the desired speed signal 512. Stationarily, the speed signals 511 and 512 are essentially the same.
  • Block 503 contains a calculation block for providing a stationary target translation 513.
  • Block 504 contains calculation rules for dynamically influencing the target translation 206.
  • a status signal 515 provides information about the Driving situation. Behind it hides, for example, the detection of whether driving forwards / backwards or whether driving downhill etc.
  • the target ratio It is essential for the provision of the target ratio that there are operating conditions in which it is advantageous to specify a target ratio and that there are operating conditions in which it is advantageous to specify a target speed. It is preferable to specify a constant gear ratio for reverse 508, fast-off 510 and manual tip mode 509. On the other hand, it is preferred, on the other hand, to specify a target speed during normal forward travel 505, during warm-up and with the overheat protection function 506. Furthermore, it may be advantageous to specify a target speed when driving downhill 507.
  • Delivery objects can be assigned to the various operating conditions (backwards, manually %) in the sense of an object-oriented software design. Management software prompts these delivery objects to supply target speeds, target gear ratios and parameters for influencing the dynamics in blocks 502 and 504. The administrator evaluates the returned quantities and initiates the calculation of signals 511, 512, 513 and 206.
  • the structure of the delivery objects can be flexibly adapted to the desired functionality.
  • Block 503 calculates this target speed into a target gear ratio when using a target speed 512 when using the output reference speed n from # ref : n sol l, 512
  • Block 502 contains a storage element for storing target speed 512.
  • This storage element is assigned to a filter block.
  • the filter realizes gradient limitation and low-pass filtering first or second order.
  • the parameters of the filter are provided by the delivery objects. A distinction is made between whether the target speed increases or decreases.
  • the parameter selection of the delivery objects depends on the determined driver type 516 and the vehicle speed / output speed 121.
  • Block 504 contains a storage element for storing the target translation 206.
  • This storage element is assigned to a filter block.
  • the filter realizes gradient limitation and low-pass filtering of the first or second order.
  • the parameters of the filter are provided by the delivery objects. A distinction is made between whether the target gear ratio increases or decreases.
  • the parameter selection of the delivery objects depends on the determined driver type 516.
  • the memory element in block 502 must be adapted to the current target translation 206 if a target translation is specified by a delivery object. There is a Back calculation, which results from the conversion of equation (1) or (2). The result of the back calculation is stored in the memory element of block 502.
  • FIG. 8 shows a block diagram for determining a target speed as a function of certain operating conditions. Instead of the accelerator pedal / throttle valve position, the relative power requirement is used to determine the speed in economy (sport mode).
  • the driver type signal is used to interpolate with the block 613 between the results from a map block 610 for economy and a map block 611 for sport.
  • the driver type is scaled as a value between 0 and 100%.
  • the translation limit 602 can in turn be determined from two speed maps for Economy 614 and Sport 615. This speed 603 is converted into a gear ratio 602 using the formula (1). In the event that the driver activates the kick-down switch by completely depressing the accelerator pedal, other characteristic curves are activated than in pure Economy / Sport mode, namely characteristic curves 612 and 615.
  • Figure 9 shows a diagram (variogram) with possible
  • FIG. 10 shows a block diagram to explain the determination of reference speed signals.
  • a block algorithm is provided in a block 803, which filters the output speed signal 121 or the secondary speed signal 115. It supplies the reference output or reference secondary speed 804.
  • the filter parameters 812 of block 803 are specified by block 802.
  • the filter parameters 812 are different for increasing and decreasing speeds 121. Parameters can be, for example, filter time constants and minimum and maximum gradients.
  • Block 801 provides an acceleration mdex 811 that indicates whether the vehicle is accelerating or decelerating. This acceleration index affects the choice of filter parameters.
  • the acceleration index 811 is determined by evaluating signals from the engine control system and other signals. This includes: the engine speed 122, the engine torque 810 determined by the engine control, the brake signal 119 and the current output speed or vehicle speed 121.
  • FIG. 11 shows a block diagram to explain the determination of a reference speed.
  • Block 410 is used to identify the driving situation. This is transmitted to a block 412 for determining a reference speed, a block 414 with a vehicle model and an observer block 416.
  • Block 412 to determine A wheel speed 418 is also entered at a reference speed.
  • the vehicle model receives the propulsion and braking wheel torque 420 and the driving resistance 422 as further inputs.
  • the reference speed 424 as the starting value of the block 412 is input to the observer block 416 in addition to the acceleration 426 estimated by the vehicle model 414.
  • the result of observer block 416 is reference speed 428.
  • the reference output speed 804 can (N from .I- e) us ⁇ he reference speed (v Pzg) by Mul ⁇ ti bearing be determined by a factor:
  • the method consists of the following sub-functions: detection of a driving situation; Formation of a reference wheel speed; Calculation of an estimated acceleration; - Observer algorithm for determining the reference speed.
  • FIG. 12 shows a schematic illustration of an object-oriented control structure in accordance with the block diagram shown in FIG.
  • the object-oriented control structure 901 is an implementation of the target translation determination.
  • Inquiry 911 symbolizes the order to calculate a target gear ratio based on the relative driver propulsion request.
  • the administrator object 902 performs the query of the delivery objects 907 to 910.
  • the delivery objects provide partial functionalities of the control structure and are generally specialized in certain driving situations.
  • the delivery objects can return certain information to the administrator object when it queries the delivery objects with queries 917 to 920.
  • the object 501 for determining the stationary target speed asks the administrator object 902 for a stationary target speed 511.
  • the administrator object 902 can now query the delivery objects 907 to 910 with an adjustable priority whether they want to make a proposal for a stationary target speed.
  • the highest priority proposal wins and is returned by the administrator object to the calling object 501.
  • the object 502 similarly makes a request 913 to the administrator object 902 for information on influencing the dynamic behavior of the target speed.
  • This information can be, for example, filter parameters and maximum or minimum speed gradients.
  • object 503 makes a request 914 to administrator object 902 for a translation suggestion and limitation information.
  • the limitation information specifies how the translation proposal should be offset against the gear ratio derived from the target speed.
  • the limit indicates whether
  • the translation proposal should not be considered; the translation proposal alone specifies the stationary target translation; the translation suggestion represents a lower or upper limit for the gear ratio derived from the target speed; the translation suggestion represents an adjustment limit for the translation derived from the target speed.
  • the object 504 similarly makes a request 915 to the administrator object 902 for information on influencing the dynamic behavior of the target translation.
  • This information can e.g. Filter parameters and maximum or minimum translation gradients.
  • FIG. 13 shows a flowchart to explain a limitation information request. A limitation is shown which is carried out when the limitation information indicates whether the translation suggestion represents a lower or upper limit for the gear ratio derived from the target speed.
  • query 1001 it is tested whether the gear ratio derived from the target speed is greater than the dynamic target gear ratio 206. If this is the case, query 1002 tests whether the translation tion proposal is less than the gear ratio derived from the target speed. If so, the translation suggestion for stationary translation 513 is used (operation 1004). If no, the gear ratio derived from the target speed is used for the stationary gear ratio 513 (operation 1005).
  • query 1003 checks whether the translation proposal is greater than the translation derived from the target speed. If so, operation 1004 is performed (see above). If this is not the case, operation 1006 is carried out, that is to say the gear ratio derived from the target speed is used for the stationary gear ratio 513.
  • FIG. 14 shows a flowchart to explain a further limitation information query. The limitation is shown which is carried out when the limitation information indicates whether the translation suggestion represents an adjustment limit for the translation derived from the target speed.
  • Query 1101 tests whether the gear ratio derived from the target speed is greater than the dynamic target gear ratio 206. If this is the case, a test is carried out in query 1102 as to whether the translation suggestion is less than the translation derived from the target speed. If so, operation 1105 is performed and the result is assigned to the stationary target translation 206. Operation 1105 forms the maximum of the translation suggestion and the maximum so far! dynamic target gear ratio 206. If query 1102 yields no, the gear ratio derived from the target speed is used for the stationary gear ratio 513 (operation 1104).
  • query 1101 delivers the result "no"

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un système pour déterminer un couple moteur et un rapport de transmission dans un véhicule équipé d'une boîte de vitesses réglable en continu (3). Ce système comprend des moyens (202) pour déterminer un couple moteur nominal (205) en fonction d'un signal représentant une demande du conducteur, des moyens (203) pour déterminer un rapport de transmission nominal (206) en fonction d'un signal représentant une demande du conducteur et des moyens (201) pour détecter le signal représentant la demande du conducteur, ce signal correspondant à une demande de propulsion relative (204, 204') émise par le conducteur. L'invention concerne en outre un procédé permettant de déterminer un couple moteur et un rapport de transmission dans un véhicule.
EP02802968A 2001-11-10 2002-11-07 Systeme et procede pour determiner un couple moteur et un rapport de transmission dans un vehicule a boite de vitesses reglable en continu Expired - Lifetime EP1448403B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10155372A DE10155372A1 (de) 2001-11-10 2001-11-10 System und Verfahren zur Vorgabe eines Motordrehmomentes und einer Getriebeübersetzung bei einem Fahrzeug mit kontinuierlich verstellbarem Getriebe
DE10155372 2001-11-10
PCT/DE2002/004143 WO2003041990A1 (fr) 2001-11-10 2002-11-07 Systeme et procede pour determiner un couple moteur et un rapport de transmission dans un vehicule a boite de vitesses reglable en continu

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EP1448403A1 true EP1448403A1 (fr) 2004-08-25
EP1448403B1 EP1448403B1 (fr) 2008-02-27

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EP02802968A Expired - Lifetime EP1448403B1 (fr) 2001-11-10 2002-11-07 Systeme et procede pour determiner un couple moteur et un rapport de transmission dans un vehicule a boite de vitesses reglable en continu

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US (1) US7197915B2 (fr)
EP (1) EP1448403B1 (fr)
JP (1) JP2005508788A (fr)
KR (1) KR100925298B1 (fr)
DE (2) DE10155372A1 (fr)
WO (1) WO2003041990A1 (fr)

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Publication number Publication date
KR20040052465A (ko) 2004-06-23
KR100925298B1 (ko) 2009-11-04
DE10155372A1 (de) 2003-05-22
US20040249539A1 (en) 2004-12-09
DE50211797D1 (de) 2008-04-10
EP1448403B1 (fr) 2008-02-27
JP2005508788A (ja) 2005-04-07
WO2003041990A1 (fr) 2003-05-22
US7197915B2 (en) 2007-04-03

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